Inertia operated control device



Feb. 3, 1948. J. c. MCCUNE ET AL 2,435,319

INERTIA OPERATED CON'WIROL DEVICE F iled Nov. 28, 1942 5 Sheets-Sheet 2 Ti .5 171 g 199 INVENTORS JOSEPH C- MC'UUNE G'EOEGE K. NE WELL ATTORN EY J. c. 'M CUNE ETAL INERTIA OPERATED CONTROL DEVICE Feb. 3, 1948.

Filed Nov. 28, 1942 5 Sheets-Sheet 5 E 50W Y Re E mMN N mam m V E Z T mwmam so WW Feb. 3, 1948. J c MccUNE AL 2,435,319

Filed Nov. 28, 1942 E Sheets-Sheet 4 NNNNNN oR s JOJEPH a McC'U/VE GEORGE K. 'NEWELL t w ATTORNEY 1948. J. c. M CUNE ETAL INERTIA OPERATED CONTROL DEVICE Filed Nov. 28, 1942 5 Sheets-Sheet 5 M WEN Y om E T N 3 m WW2 $2 J K Patented- UNITED STATES FATENT @FFICE INERTIA OPERATED CONTROL DEVICE Joseph C. McCune, Edgewood, and George K. Newell, Pitcairn, Pa., assignors to The Westinghouse Air Brake Company, Wilmer-ding, Pa., a corporation oi Pennsylvania Application November 28, 1942, Serial No. 467,236

Claims. 1

This invention relates to inertia operated control devices and has particular relation to control devices of the rotary inertia type responsive according to the rate of rotative deceleration and acceleration of a rotary element, such as a vehicle wheel, and capable of being utilized for a desired indicating or control purpose, such as the control of the brakes associated with vehicle wheels in a manner to prevent the sliding of the wheels clue to excessive braking.

Rotary inertia devices have been previously devised and employed for the purpose of detecting the slipping condition of a vehicle wheel on the basis of the abnormal rate of rotative deceleration of the wheels during the slipping condition thereof. Moreover, such devices have been employed in vehicle brake control systems for the purpose of effecting a rapid reduction in the degree of application of the brakes on a wheel, in response to initiation of a slipping condition of the wheel due to braking, to cause the restoration of the wheel to a speed corresponding to car speed before the wheel decelerates sufiiciently' to attain a locked or sliding condition.

It will be understood that the term slipping condition, as applied herein to a vehicle wheel, refers to the rotation of the vehicle wheel at a speed different from a speed corresponding to car speed at a given instant; whereas, the term sliding or sliding condition refers to the locked condition or the vehicle wheel.

Heretofore known types of rotary inertia control devices associated directly with the wheel and axle assembly of railway car trucks for the purpose of detecting the slipping condition of the wheels have been found to be unsuitable because of the need for frequent servicing and repair thereof caused by the constant and severe shock and vibration on the parts of the devices transmitted from the wheel and axle assembly of the car truck.

It is accordingly an object of our present invention to provide a rotary inertia device capable of direct association with the wheel and axle assembly of railway car trucks and requiring only infrequent servicing thereof due to ability to withstand the constant shock and vibrations transmitted from the wheel and axle assembly.

It is another object of our invention to provide a rotary inertia device of the character indicated in the foregoing object and capable of be ing installed and removed in a relatively short time by relatively unskilled persons. This feature is of particular importance in railway service Where the loss of use of a car due to time required in repair or servicing represents a distinct income loss.

The above objects and other more specific objects of our invention which will be made apparent hereinafter are attained by means of an embodiment of our invention subsequently to be described and shown in the accompanying drawings wherein Fig. 1 is a simplified diagrammatic view of a fluid pressure brake system for a railway car showing our improved rotary inertia operated control device employed therein for the detection of the slipping condition of the car wheels.

Fig. 2 is an enlarged view, principally in vertical section, showing details of a control valve mechanism employed in the brake system of Fig. 1 for the purpose of controlling the supply and the release of fluid under pressure to and from the brake cylinders.

Fig. 3 is an enlarged vertical sectional view showing details of our improved inertia operated control device and the manner in which it is mounted in direct association with a wheel and axle assembly of a railway car truck,

Fig. i is an enlarged view showing details of the switch contacts of the inertia operated control device of Fig. 3,

Figs. 5 and 6, taken together, constitute an elevational view, with parts in vertical section, looking toward the end of a wheel and axle assembly, the sectional view of the inertia operated control device being at a right angle to the view shown in Fig. 3, and

Figs. 7, 8, and 9 are horizontal section views taken on the lines ll, 8--8, and 99, respectively, of Fig. 3 showing further details of construction.

Description Although our improved inertia operated control device may be employed wherever it is desired to detect variations in the rate of acceleration or deceleration of a rotary element or shaft, it will be described herein in connection with a fluid pressure brake control equipment for a rail way car for the reason that it was devised particularly for such use and has particular advantage in connection with such use.

Referring to Fig. 1, the fluid pressure brake control equipment shown is that for a single car having two wheel trucks H and I2 at opposite ends thereof, respectively. For purposes of our present'invention it is immaterial whether the car is a traction vehicle or a trailing (non-traction) vehicle.

The wheel trucks II and 12 are indicated as of the four wheel type, each truck having two wheel and axle assemblies and each assembly including two wheels fixed at opposite ends of a connecting' axle. Only one wheel 13 of each wheel and axle assembly is shown in Fig. 1.

It is intended that our improved inertia operated control device be employed in standard fluid pressure operated brake equipment of railway cars and trains. In order to demonstrate the utility of our improved inertia operated control device in as simple a manner as possible we have shown merely a simplified form of straightair brake equipment. As shown, the fluid pres sure brake equipment comprises a so-called straight-air pipe l; a reservoir :6 normally charged with fluid under pressure as from a fluid compressor not shown; a brake valve ll of the self-lapping type for controlling the pressure in the straight-air pipe; a plurality of brake cylinders l8 one of which is illustratively provided for each wheel and axle assembly and shown in vertical alignment above the corresponding wheel and axle assembly; a control valve mechanism i9 for each wheel truck; and a pressure operated switch 2i.

Considering the parts of the brake control equipment in greater detail, the brake valve I: is of the well known self-lapping type having'an operating handle Ila that is fixed on a rotary operating shaft which, in turn, causes operation of the self-lapping valve mechanism of the brake valve. In the normal or brake release position of the brake valve handle Ila, the straight-air pipe i5 is vented to atmosphere through an exhaust port and pipe 23 at the brake valve. Movement of the brake valve handle Ila out of its brake release position into its so-called application zone causes operation of the self-lapping valve mechanism of the brake Valve to supply fluid under pressure from the reservoir Hi to the straight-air pipe l5 to establish a pressure therein substantially in proportion to the degree of displacement of the brake valve handle out of its brake release position. In the event of reduction of the pressure of fluid in the straight-air pipe l5 for any reason, such as leakage, the self-lapping valve mechanism of the brake valve operates inherently to maintain a pressure therein corresponding to the position of the brake valve handle.

The brake cylinders [8 are of standard construction and contain pistons on which the fluid under pressure supplied thereto acts for exerting a force, through conventional brake rigging and levers, not shown, to effect application of the usual brake shoes to the treads of the car wheels Fluid under pressure is supplied from the straight-air pipe l5 to the brake cylinders :8 through a branch pipe having two sections 55a and lEb respectively, the control valve mechanism H] for the corresponding truck being interposed between and connected to the two pipe sections. As will be explained in greater detail presently, the control valve mechanism (9 establishes communication through which fluid under pressure may be supplied to and released from the brake cylinders l8 in accordance with variations of the pressure in the straight-air pipe I5 under normal conditions. Under abnormal conditions, that is, the slipping condition of the vehicle wheels, the control valve mechanism I9 is operated automatically under the control of our improved inertia operated control devices for the purpose of controlling the pressure in the brake cylinders of the slipping wheels in a manner to prevent the sliding thereof. As will be apparent in Fig. 1, each wheel and axle assembl is provided with our improved inertia operated control device 25 and the two devices for a single car truck function separately and individually to control the corresponding control valve mechanism 19.

Referring to Fig. 2, each control valve mechanism l9 comprises a casing having a pipe bracket section 26, a vent valve section 27, a reapplication control valve section 28, and a magnet valve section 29, the three sections 27, 28, and 23 being secured to the pipe bracket section 26 through intervening sealing gaskets 3| by securing bolts or screws not shown.

The vent valve casing section 2'1 has two coaxial bores 32 and 33 of larger and smaller diameter respectively in which an operating piston 34 and a valve piston 35 connected by a tubular stem 38 respectively operate. A coil spring 31 received in the interior of the tubular stem 36 and interposed between a cover plate 38, closing the open end of the bore 32, and the valve piston 35 is normally effective to urge the piston 34 and valve piston 35 to a position in which the valve piston 35 closes an exhaust port 39 opening out of the bore 33. In this position of the valve piston 35, communication is established by the annular chamber 4! formed between the piston 34 and valve piston 35, from a passage I50 to a passage l5d. The pipe IE1; is connected to the passage I50 and thus when fluid under pressure is supplied to the pipe I5a, it flows through the passage l5c and chamber 4| to the passage 15:1. The passage lid leads to the reapplication control valve section 28 which, in turn, establishes communication in the manner hereinafter to be described between the passage l5d and a passage 5a which is, in turn, connected to the pipe I517 leading to the brake cylinders l8.

Formed in the bore 32 on the upper side of the piston 34 is a pressure chamber 42 to which fluid under pressure is supplied from the pipe I50 and passage I50 through branch passages l5 and l5g under the control of the magnet valve section 29.

The magnet valve section 29 comprises a double beat valve 45 which is contained in a chamber 46 and normally urged to an upper seated position by a coil spring 41. A magnet winding or solenoid 48 is effective when energized to actuate a plunger 49 to shift the double beat valve 45 to its lower seated position in opposition to the spring 41.

In its upper seated position, the double beat valve 45 establishes communication between chamber 46 and a chamber 5|. The passages 15) and [5g open respectively into the chambers 5| and 46 and consequently communication is established between the passages l5f and 159 to cause fluid under pressure to be supplied to the chamber 42 of the vent valve section 21 as long as the magnet winding 48 is deenergized.

When the magnet winding 48 is energized and the double beat valve 45 is shifted to its lower seated position, communication between the passages I5) and l5g is closed and, at the same time, communication is established from the chamber 46 to a chamber 52 that is constantly open to atmosphere through an exhaust passage and port 53. When the magnet winding 48 is energized, therefore, communication is established from the passage l5g to the exhaust passage and port 53 and fluid under pressure is vented from the chamber 42 of the vent valve section 2'! at a rapid rate.

The reapplication control valve section 28 has two chambers 55 and 56 separated by a movable abutment or flexible diaphragm 5'! that carries a disk type valve 58 on the side thereof open to the chamber 55. Chamber 56 i constantly connected to the passage I50 through a branch passage 55b and the chamber 55 is constantly open to the passage i501 through a branch passage i572 The valve 58 controls communication between the chamber 55 and the passage l5e leading to the brake cylinder pipe I511. The passage l5e opens into the lower end of a bore 59, the upper open end of which is surrounded by an annular rib seat ti on which the valve 58 i arranged to seat in the manner presently to be described. A coil spring 82, contained in the bore 59, normally biases the diaphragm 51 and valve 58 to an unseatecl position with respect to the rib seat 6|, thereby establishing communication through which fluid under pressure may be supplied at a rapid rate from the passage l5d and chamber 55 to the passage l5e.

J fhen the pressure in the chamber 55 is reduced a certain amount, such as five pounds per square inch, below the pressure in the chamber the diirerential fluid pressure force active on the diaphragm 5i overcomes the spring 62 and seats the valve 58 on the rib seat 5i, thereby closing communication between the chamber 55 and the passage l5e.

The passage 55d is connected into the bore 59 and thus to passage l5e through a restricted port or choke The passage I Ed is also connected to the passage 556 through a branch passage I5k under the control of a one-way or check valve of the ball type which prevents the flow of fluid from the passage d to the passage I56 but permits reverse flow of fluid from the passage 1 5e to the passage 5 5d at a rapid rate.

Briefly the operation of the control valve mechanism i 9 is as follows:

With the magnet winding 48 deenergized, fluid under pressure supplied to the straight-air pipe l5 flows through the branch pipe I 5a and thence, simultaneously, through the communications previously described to the chambers 42 and 4| on opposite sides of the piston 34 of the vent valve section 2?. Valve piston 35 is accordingly main tained seated to close the exhaust port 39 and maintain a communication between the passages iticandliid.

Fluid under pressure is thus supplied from the passage 250 to the passage l5d, whence it flows to the chamber 55 and then past the unseated valve to the passage [5e and pipe I 5d leading to the brake cylinders l3. The supply of fluid under pressure from passage l5c through the branch passage l5h to the chamber 56 causes the pressure of fluid in the chamber 56 to be built-up substantially in unison with the pressure in the chamber 55 and consequently the spring 62 maintains the valver58 unseate'd.

It will thus be seen that with the magnet winding 48 deenergized, fluid under pressure is supplied to the brake cylinders ii! at a rapid rate in response to the build-up of pressure in the straight-air pipe l5.

Upon a reduction of the pressure in the straight-air pipe i5, fluid under pressure flows reversely from the pipe l5b through the passage 15d to the passage [50 so that the pressure in 6 the brake" cylinders I8 is reduced in accordance with the reduction of the pressure in the straight air pipe l5.

Upon energization of the magnet winding 48, fluid under pressure in the chamber 42 of the vent valve section 21 is rapidly vented to atmosphere through the exhaust port and passage 53. The higher pressure of fluid in the annular chamber 4| is accordingly effective on the piston 34 to urge it upwardly into seated relation on the gasket interposed between the cover plate 38 and the casing section 21. In this position of the piston 34, the valve piston 35 is positioned between the passages I50 and I5d. The passage l5d is thus vented to atmosphere through the exhaust port 39 and fluid under pressure is vented at a rapid rate from the brake cylinders I8 through the pipe l5b, passage I5e, past the ball check valve and past the valve 58 (as lon as it is unseated) to the passage [5d and thence to atmosphere through the exhaust port 39. It will be recalled that whenever the pressure in the chamber 55 reduces a certain amount, such as five pounds per square inch, below the pressure in the chamber 56, the valve 58 is seated. It is accordingly necessary to provide the ball check valve 65 in order to by-pass the valve 53 and permit fluid under pressure to be vented from the brake cylinders after valve 58 is seated.

As long as the chamber 42 of the vent valve section 21 remains vented to atmosphere, the higher pressure from the passage I50 active on the piston 34 maintains the valve piston 35 in a position establishing communication from the passage l5d to the atmospheric exhaust port 39. Consequently, as long as the magnet winding 48 is energized, fluid under pressure continues to be exhausted from the brake cylinders.

When the magnet winding 48 is subsequently deenergized, fluid under pressure is rapidly resupplied past the double beat valve 45 of the magnet valve section 29 to the chamber 42 of the vent valve section 21, thereby rapidly equalizing the pressures on opposite side of the piston 34 and rendering the spring 31 effective to restore the valve piston 35 to seated position closing the exhaust port 39 and reestablishing communication between the passages I50 and l5d. Upon the reestablishment of the connection between the passages l5d and I50, fluid under pressure is supplied from the passage l 501 to the passage lte and brake cylinder pipe I 5b only through the restricted port 63 until such time as the valve 58 is again unseated. The build-up of pressure in the brake cylinders I8 is thus at a restricted rate until the pressure of fluid reestablished in the chamber 55 approaches within five pounds per square inch pressure of the pressure in the chamber 56. When this occurs, spring 62 is effective to urge the diaphragm 51 upwardly and unseat the valve 58. Thereafter, fluid under pressure is supplied at a rapid rate past the unseated valve 58 to the passage l5e so that the build-up of pressure in the brake cylinders is at a rapid rate.

As will be described more fully hereinafter, the magnet winding 48 is energized automatically under the control of the inertia operated control devices 25 of the corresponding wheel truck whenever the wheels of that truck are in a slipping condition. It will thus be seen that when slipping of the wheels occurs, control valve mechanism l9 operates to rapidly reduce the pressure of the fluid in the brake cylinders and subsequently to resupply fluid under pressure at a restricted rate to the brake cylinders.

aeeaeia The control valve mechanism 18 is disclosed essentially in principle in Patent No, 2,283,608 of Joseph C. McCune, one of the present joint applicants, and is claimed therein. No claim to the features of the control valve mechanism [9 is accordingly made in the present application.

Referring to Figs. 3, 5, and 6, our improved inertia operated control device 25 and the manner in which it is mounted in direct association with the axle of a wheel and axle assembly is shown in detail. As shown particularly in Fig. 3, the inertia operated control device 25 comprises a vertically disposed cylindrical casing 1| having a neck yzr tion T2 of reduced diameter and a lower portion 73 that is secured, as by a plurality of screws Hi, to a mounting disk '15. The mounting disk '55 is in turn secured as by a plurality of screws it to an adapter ring 11 which is, in turn, secured by a plurality of screws or bolts 18 to the open end of the axle journal casing 19 in place of the usual end cover.

Suitably journaled for rotation on a vertical axis in the neck portion 12 of the casing, as by a plurality of ball-bearing races 8 l, is a rotary shaft 82 that is connected through a friction drive mechanism, presently to be described, to the axle 83 of a wheel and axle assembly. The axle of the assembly is journaled as by roller bearings, not shown, in the journal casing 19 in the usual manner.

The friction drive mechanism just mentioned comprises a conical pinion of suitable material, such as hard rubber, or other moulded or plastic material, and is secured to the lower end of the shaft 82 as by a key 85 and nut 86 screwed on the threaded lower end of the shaft 82 and locked thereto.

The conical pinion 84 frictionally engages a conical drive gear or disk 81 having a body portion 88 of suitable metal and a friction ring 89 of rubber or other suitable friction material adjacent the periphery thereof and directly engaging the pinion 84.

The drive disk 81 is fixed to a stem 9l that is axially slidable in a bore 92 of a shaft 93 that is journaled, as by spaced ball-bearing races 94 in the hub 95 formed in the lower portion I3 of the casing.

A clutch sleeve 95 is secured, as by a press fit, on the shaft 93 and has two diametrically disposed and axially extendin fingers 91 that slidably engage in radial slots 98 formed or cut in the body 88 of the drive disk 87, A coil spring 99 that is interposed between the clutch sleeve 96 and the center of the disk 81, biases the friction ring 89 of disk 8'! into firm frictional contact with the pinion 84 at all times.

The shaft 93 is connected through an intervening flexible coupling ill! to a disk member I02 that is removably secured to the end of the axle 83 as by a plurality of screws I03. The coupling Id! has a squared end portion I04 that engages in a rectangular slot I05 in the disk Hi2 so as to permit the Coupling and uncoupling of the shaft 93 to and from axle 83 merelyby axial movement toward and from the end of the axles.

An oil retainer ring IDS is provided in the end of the hub portion 95 whereby to prevent the escape of the oil in the oil reservoir chamber of the journal 79 along the shaft 93. As shown in Fig. 6, the adapter ring H has a filling spout :80 through which oil may be poured into the oil chamber of the journal 19. A screw plug I0 is provided to close the spout 80.

The portion 13 of the casing has a circular opening I01 therein and arranged to be closed by a cover plate 108, that is removably secured to the casing, as by a plurality of screws I09. Installation and removal of the pinion 84, drive disc 81 and shaft 93 may thus be effected through the opening I01 without removal of the casing 13 and consequently without draining oil from the oil chamber of journal casing 19.

The pinion 84 and drive ring 8'! may have any desired drive ratio. As shown, the drive ratio of the ring 81 to the pinion 84 is approximately a four toone ratio. It will thus be seen that the shaft 82 rotates in accordance with the rotational speed of the axle 83 but at a, proportionately higher speed. The speed multiplication of the shaft 82 with respect to the speed of the axle 83 is desirable for a reason which will be hereinafter made apparent.

Secured to the upper larger diameter end of the shaft 82, as by a plurality of screws H0 is a spider member iii Ofsuitable metal, such as aluminum or brass, Spider member III is not solid but, as shown in Fig. 8, resembles a wheel having a hub, rim and radial spokes.

Supported in associated relation to the spider Hi is an inertia ring or fly-wheel H2. The flywheel I I2 is supported in associated relation with the spider :'H by a plurality of leaf springs H3 (see Fig. 8) shown illustratively as six in number. The leaf springs H3 are disposed in radially bisecting relation to the openings in the spider (see Fig. 3') and are anchored in a bore H4 or at the central or hub portion of the spider member I l I in a suitable manner. Thus, as shown, solder is poured into the bore !4 to fill it and allowed to harden, thus anchoring the ends of the leaf springs. In order to assist in anchoring the inner ends of the leaf springs H3, small holes H5 (see Fig. 5) are drilled through the leaf springs and the solder, poured into the bore H4, fills the holes I i 5.

A cup washer or disk of resilient material, such as rubber is confined in a recess H1 in the end of the shaft 32 between the block of solder and the end of the shaft so as to permit a metal-tometal contact of the end of the shaft with the face of the spider l i i, without requiring the outer surface of the block of solder to be ground or machined, wl'iile at the same time maintaining a. clamping force retaining the block of solder in the bore H4. It is essential that the spider Hi rotate in a plane perpendicular to the shaft 82 and any unevenness in the outer surface of the block of solder would, if permitted to engage the end of the shaft 82, interfere with this relation .of the spider to the shaft.

The openings in the spider Hl through which the leaf springs i L? extend are such as to permit bending of the springs in opposite directions from their normal radial orientation and thus to ermil; relative rotative movement of the fly-wheel I !2 with respect to the spider l i l. Moreover, the outer ends of the leaf springs H3 are not fixedly secured to the fiy-wheel H2 because this would prevent rotation of the fly-Wheel relative to the spider HI. The leaf springs H3 are, therefore, associated with the fly-wheel by a loose connection presently to be described, so as to permit the rotative movement of the fly-wheel relative to the spider. As will be seen in Figs. 5 and 8, the outer end of each of the leaf springs H3 is slidably received in a substantially radial slot H8 of a cylindrical member i i9 that is rotatable in a corresponding circular hole I20 of similar diameter, bored axially in the rim of the fly-wheel H2.

9 Cylinders I I9 rotate in the holes I26 and the leaf springs slide outwardly from the slots IIB to permit rotational movement of the fiy-wheel relative to the spider I I I.

The cylindrical members H9 are retained in position in the holes IZII by means of a snap ring I22 that engages in a suitable annular groove on the inner periphery of the fly-wheel I I2. The snap ring I22 and a similar snap ring IE3 at the opposite end of the cylindrical members I I2 serve to retain the outer ends of the leaf springs in the slots I I8 of the cylindrical members II 9.

It will thus be seen that when the shaft 82 is rotatively accelerated or decelerated, the flywheel I I2 rotatively shifts in a lagging or leading direction respectively from its normal position with respect to the spider II I, the degree of displacement of the fly-wheel corresponding substantially to the rate or" rotative acceleration or deceleration of shaft 82.

The weight of the fiy-wheel I I2 and the design of the leaf springs H3 are such that a predetermined displacement of the fiy-wheel from its nonmal position with respect to the spider Ii I is not attained unless the axle 83 rotatively accelerates or decelerates in excess of a certain rate, corresponding for example to ten miles per hour per second rotative deceleration of the vehicle wheels, which occurs only when the wheels are in a slipping condition. The predetermined displacement of the fly-Wheel I I2 from its normal rotative position with respect to the spider is utilized to operate switch contacts presently to be described.

The reason for the speed multiplication of the shaft 82 with respect to the speed of the axle 83 should now be apparent for, by reason of the speed multiplication, the diameter and weight of the flywheel M2 may be made relatively small. Thus, the actual diameter of the iiy-wheel II2 may be of the order of four or five inches and the weight thereof substantially one pound. By minimizing the weight of the fiy-wheel H2, it is possible to employ bearings, such as the ballbearing races 8!, capable of withstanding the severe shock and jars transmitted from the axle 83.

The leaf springs II3 are so designed that the total edgewise bending strength of the six leaf springs is capable of supporting the fly-wheel without undue stress and strain. However, if the fly-wheel I It were wholly supported on the outer ends of stant i mncal vibration of the fly-wheel would set up undesirably high stresses in the springs H3 which would ultimately result in breakage of the springs. We have accordingly provided an arrangement, which constitutes one of the novel features of our present invention, whereby the flywheel I I 2 is positively clamped or clutched to the spider I II at such time as operation of the rotary inertia device is not required. As will be made apparent hereinafter, we have provided an arrangement whereby the fly-wheel I I2 is positively clamped to the spider III, as long as the brakes are released, and is released from the positive clamping relation at the periphery of the spider III only upon application of the brakes. Since the brakes are applied on a railway car only a relatively small percentage of the time that the car is in operation, it will be seen that the constant stressing of the leaf springs IIS due to vertical vibration of the fry-wheel H2 is thereby avoided. Tl e length of time between inspection and servicing periods and the life of the device are thereby greatly lengthened.

e leaf springs I I3 at all times, the con- The apparatus whereby the fiy-wheel H2 is positively clamped at the periphery of the spider III includes a clutch plate or disk I25 (see Figs. 3 and 5) which is normally yieldingly urged into metal-to-metal contact with the lower face of the spider I II by a plurality of coil springs I26, illustratively shown as three in number. (See Fig. 7.) The springs I26 are interposed between the upper face of the spider I II and a thrust bearing retainer ring I27 which is connected to the clutch disk I25 by a plurality of pins or bolts I23, shown three in number. (See Fig. 9.)

As seen particularly in Fig. 3, the bolts I23 are secured at the lower end thereof, as by nuts I28, to the clutch disk I25 and extend slidably through suitable circular bores I3I extending axially through the body of the spider III. The upper ends of the bolts I28 are secured, as by a press fit, in suitable circular holes I32 in the retainer ring 52?. The portion of the bolts I23 between the upper face of thespider III and the retainer ring I2? is of larger diameter than the remaining portion of the bolts and springs I26 are conveniently disposed in concentric relation around this portion of the bolts. The length of the larger diameter portion of the bolts is such that only a limited axial movement of the bolts I28 and of the clutch disk I 25 with respect to the lower face of the spider I II is permitted. This movement is of the order of twenty thousandths of an inch.

As will be seen in Fig. 3, the spider I II has an annular flange I34 at the upper face thereof that is larger in diameter than the main body of the spider. In a similar manner, the clutch disk I25 is of larger diameter than the main body of the spider I I I. An annular groove slightly wider than the axial depth of the fly-Wheel I I2 is accordingly provided between the flange I34 and the clutch disk I25 within which the fly-wheel H2 is disposed. When the springs I26 urge the clutch disk IE5 toward the lower face of the spider III, the fly-wheel I I2 is positively clamped or clutched between the fiange I34 and the disk I25, thus positively supporting the fly-wheel I I2 from the spider I I I independently of the leaf springs I I3 and preventing vertical vibration of the fiy-wheel axially with respect to the shaft 82.

When the retainer ring I2I is shifted downwardly, in the manner presently to be described, the bolts I28 and consequently the clutch disk I25 are shifted downwardly to the limited degree previously mentioned, thereby releasing the fiy-whecl IIZ from clutched relation to the spider I i! and permitting it to disengage the spider and be supported wholly on the outer ends of the leaf sp gs I I3.

The degree of movement of the clutch disk I25 with respect to the spider III, being of the order of twenty thousandths of an inch, is greater than the permissible displacement of thefiy-wheel I I2 verticall within the maximum stress limit of the leaf springs H3. In order, therefore, to confine the vertical movement of the fly-wheel IE2 with respect to the spider III to a degree within the maximum bending strength of the leaf springs IIS, a plurality of stop disks or washers I31 are secured, as by screws I38, to the lower face of the spider I I I. These stop disks I31 are illustratively shown as three in number and spaced substantially 129 apart, particularly in Fig. 9. The clutch disk I25 is provided with suitable circular openings or holes Mil of larger diameter than the I I I without aifecting the fixed relation of the stop disks I31 to the spider H I. The stop disks I31 are of such diameter and are mounted close to the periphery of the main body of the spider I I I in such a manner as to project beneath the flywheel I I2. The distance between the upper flange I34 on the spider and the stop disks I31 is such as to limit the relative axial movement, in a vertical direction, between the fiy-wheel I I2 and the spider III to a safe maximum value within the maximum bending strength of the leaf springs IE3, such as seven or eight thousandths of an inch.

It will thus be seen that when the clutch disk I25 is shifted downwardly from the lower face of the spider III, the fly-wheel II2 is permitted to drop of its own weight, to a degree permitted by the strength of the leaf springs I !3, out of contact with the upper flange I3 1 severalthousandths of an inch. As the same time, the lower edge of the fiy-wheel H2 clears the stop disks I31 by several thousandths of an inch. Thus the fiy-wheel I I2 is supported wholly on the outer ends of the leaf springs H3 and is free to shift rotatively with respect to the spider HI in response to inertia forces acting thereon. At the same time, if the vibration or shock produced on the axle 83 and transmitted to the fiy-wheel H2 is such as to cause it to vibrate vertically, the degree of movement of the fiy-wheel II2 with respect to the spider I II is within the maximum edgewise heading stress limit of the leaf springs For reasons which will be hereinafter explained, it is desirable to maintain the fly-wheel I52 in a fixed rotative position with respect to the spider III under normal conditions while clamped between the clutch disk I25 and the flange 58 of the spider Iii. We have accordingly provided automatic means for positioning the fiy-wheel II2 in its fixed normal rotative position with respect to the spider III when the clutch disk I25 is raised toward the lower face of the spider Ii I. This arrangement includes a plurality of hard ened steel balls, shown as three in number, retained in circular recesses I43 in the upper surface of the clutch disk I25 and registering in the normal rotative position of the fly-wheel I I 2 with conical recesses I44 in the lower face of the fiywheel II2. Thus, when the clutch disk I25 is raised into contact with the lower face of the spider III, the balls I43 seat themselves in the deepest portion of the conical recesses I44, thereby automatically positioning and locking the fiywheel I I2 in a fixed normal rotative position with respect to the spider III. ance between the clutch disk I25 and -the lower face of the spider I I I is such with relation to the size of balls I43 and the conical recesses I44 as not to interfere with the desired degree of rotative movement of fiy-wheel I I2 with respect to spider I II.

The relative rotational movement of the flywheel II 2 with respect to the spider I I I is utilized to operate switch contacts in the manner now to be described. Pivotally mounted on a pin I41, secured as by riveting in the body of the spider III, is a contact arm I48 of insulating material. (See Figs. 3 and 7.) The contact arm :48 is supported in substantially parallel relation to the plane of rotation of the spider III above the upper face of the spider III nd has a radially extending slot I49 in the outer end thereof into which a pin I5I, screwed into the rim of the flywheel II2, extends. In this connection, the flange I34 of the spider III has a circumferential The amount of clear- 12 slot I52 which permits the required movement of the pin I5I between the spaced ends of the slot.

A metallic contact member I55 is secured to the inner end of the contact arm I48, as by a plurality of rivets I54 (Figs. 3 and 4). A U- shaped bracket member I56 is secured, as by spot welding, to the inner end of the member I55. A substantially rectangular contact member I51 is pivotally mounted between the prongs of the bracket I56, as on a pin I58 (see Fig. 4). Spacing collars I59 are interposed on opposite sides of the contact member I51 to center it between the prongs of the bracket I56. Rocking movement of the contact member I51 on the pin I58 is limited by an extension I6I of one of the prongs of the bracket I56, which extends into a recess I62 in the contact member I51. The contact member I56 is so located and so oriented as to lie in a plane that intersects the axis of rotation of the shaft 82.

Cooperating with the contact member I51 are two concentric tubular contactcylinders I64 and I65, mounted in the manner presently described in coaxial relation to the shaft 82. The inner contact cylinder I64 has a threaded stem I66 which extends through suitable hole in a supporting disk I61 of insulating material and which is secured thereto as by a nut I68. The insulating disk R61 is, in turn, secured as by a plurality of screws 569 to a cover member I1I that is attached, as by a plurality of screws I12, to the upper rim of the cylindrical casing H in a manner to close the upper open end thereof.

The contact cylinder I64 is connected to a terminal stud or post I14, secured in the insulating disk 51, by means of a connecting metallic link I15 which lies in a recess in the upper face of the insulating disk I61, the opposite ends of the link being secured under the nut I68 on the stem I 66 of the cylinder I64 and a nut I16 on the terminal post I14.

The contact cylinder I65 is located in concentric outwardly spaced relation to the inner contact cylinder I64 and has an outwardly extending flange at the upper end thereof which is secured, as by a plurality of rivets I19, to the lower face of the insulating disk I61. The contact cylinder IE5 is electrically connected to a terminal stud or post I8I, (Fig. 5) secured in the insulating disk I61, by means of a connecting link I82. The connecting link I82 lies along the lower face of the insulating disk I61 and the opposite ends thereof are secured under the outer head of one of the rivets I19 and the head of the terminal post or bolt I8I.

The two terminal posts I14 and IBI are provided with nuts on the upper ends thereof for securing wires !83 and I34, respectively, thereto. The wires may be contained in a cable I85 that is conducted out through an opening I86 in the cover member I1I (see Fig. 5).

The outer contact cylinder I65 is provided with a radially inwardly extending portion at the lower end thereof having a circular opening I88 which is of substantially the same diameter as the inner bore I59 of the inner contact cylinder I64. The contact cylinders I64 and I65 are so located that the contact member I51 is normally centered in the circular opening I88 and bore I89 and does not engage the cylinders. When displaced laterally from its central position a predetermined amount, one edge of the contact member I51 engages the contact cylinders I64 and I55 simultaneously. The degree of lateral displacement of the contact member I51 required to cause simultaneous engagement thereof with the cylinders I54 and I65 occurs only in response to a corresponding pivotal movement of the contact arm I48 resulting from the relative rotational movement of the fly-wheel I i2 with respect to the spider III. The amount of rotational movement of the rly- .vheel H2 with respect to the spider i 2! required to cause suflicient pivotal movement of the contact arm I43 to effect the engagement of the contact member I5! with the contact cylinders Ilia and I55 occurs only in response to the rotative deceleration or acceleration of the axle 83 at a rate exceeding a certain rate. such as ten miles per hour per second which, in turn, occurs only when the wheels associated with the axle are in a slipping condition.

It will be apparent that when the axle 83 ex ceeds a rate of rotative deceleration corresponding to ten miles per hour per second retardation of the car wheels, contact member I57 connects the contact cylinders ltd and IE5 in response to displacement of iiy-wheel H2 in a leading direction with respect to the spider HI. In a similar manner, when axle 33 rotatively accelerates at a rate exceeding ten miles per hour per second acceleration of the car wheels, the rotative displacement of the fiy-wheel IE2 in a lagging direction with respect to the spider III causes rocking movement of the contact arm M8 in the opposite direction to effect engagement of the opposite edge of contact member I5; with the contact cylinders Iiid and I65. Thus, whenever a predetermined rate of rotative deceleration or acceleration of the axle 83 is exceeded, the contact cylinders ltd and IE5 are connected by the contact member Iii'i.

It will be apparent that when the spider Ill and flywheel i I2 are rotating, the contact member I51 merely wipes the contact cylinders in sliding contact while establishing the electric connection between the cylinders ltd and I65. This sliding contact of the contact member I5'I with the cylinders I64 and Ite maintains a highl polished contact surface minimizing surface tarnish or corrosion of the cylinders and thereby preventing the development of a high contact resistance.

As previously stated, the clamping disk I25 is normally urged upwardly into contact with the lower face of the spider ill by means of coil springs I26 and shifted downwardly out of contact with the spider ill in response to a force shifting the retainer ring l2? downwardly in opposition to the springs I 26.

The means whereby the thrust bearing retainer ring I2? is shifted downwardly comprises a piston I93 that operates in a here its of the cover member I'lI (Fig. 3). The piston I93 has stem I95 in the form of a bolt extending through a central opening therein. The stem i 5 extends through a central circular openingin a guide disk I55 that operates in a bore Id? of slightly larger diameter than the bore IS d and coaxiaily positioned with respect thereto. A coil spring I 98 is interposed in concentric relation around the stem I95 between the central portion of the guide disk I96 and a retainer cup ltd of insulating material, that rests on the upper face of the insulating disk I61. Retainer cup l 9% has a central opening into which the nut let extends. Spring I98 yieldingly urges the guide disk lii'l upwardly into engagement with a collar till formed on the piston stem I95. Upward movement of the piston I94 is, in turn, limited by the engagement of the upper end of the stem I95 with the outer wall of the cover member Ill.

A snap ring 202 engaging in a suitable annular groove in the bore I91 serves to retain the guide disk I96 in the bore I 91 upon removal of the cover member I'II from the cylindrical casing 'I'I.

Secured to the guide disk I86, in substantially 120 angular relation, are three pins 235. A cylindrical cushioning cap 206 is slidably mounted on the lower end of each of the pins 2535. The caps 20B are provided with slots 20? into which extend the opposite ends of a pin zcs, fixed transversely in the pins 205, thereby limiting the movement of the caps with respect to the pins 235. concentrically surrounding each pin 265 between the guide disk I96 and the inner end of the cap 206 thereon is a coil spring 239 which yieldingly urges the caps to an outer position and cushions the movement of the caps to their inner position.

The insulating disk I81 is provided with three circular openings through which the pins 05 and cushioning caps 233 extend to the lower side of the insulating disk IEl,

Contained within the retainer ring i2! is a thrust bearing race 2II of the ball-bearing type, the upper ring of which is engaged by the cushioning caps 206 on the pins 265 upon downward movement of the guide disk I535. It will thus be seen that whenever the guide disk I is shifted downwardly a sufficient degree, the cushioning caps 206 on the pins 205 first engage the upper thrust bearing ring and are then shifted relatively to the pins 205 in response to the yielding of the springs 209 to their inner position engaging pins gas thus producing a direct application of force from the guide disk to the thrust bearing race 2| I. Further downward movement of the guide disk Hi6 results in downward movement of the retainer ring I2l, in opposition to the yielding force of the springs I25, to efiect the downward movement of the clutch disk I25. It will be seen that the thrust bearing race 2 I I enables a force to be ex erted to disengage the clutch disk 525 and free the flywheel II2 for rotational movement relative to the spider I I I while the shaft 82 is rotating.

According to our invention, fluid under pressure is supplied to a chamber 255 on the upper side of the piston I93 to exert a force on the piston effective to shift the guide disk I96 downwardly and thereby to effect the ultimate disengagement of the clutch disk I25 from the spider ii I. As seen particularly in Fig. 5, fluid under pressure may be supplied to the chamber 2:5, through a passage and port 2I6 from a supply pipe 2H connected into the port.

According to our invention, fluid under pressure is supplied through the pipe 2 i l to the piston chamber 2I5 onl when the brakes on a car are applied. Various arrangements may be provided for this purpose, but I have illustratively shown in Fig. l a simplified arrangement whereby to accomplish this result. It will be seen that the pipe 2 I1 is connected in Fig. 1 to the branch pipe Isa leading to the control valve mechanism I9 of the corresponding wheel truck. Alternatively the pipe 2 ll may be connected directly into the straight-air pipe I5 if desired. In any case, it will be seen from previous description that since the straight-air pipe I5 is charged with fluid under pressure only when the brakes are applied, fluid under pressure will therefore be supplied to the piston chamber 2i5 only when the brakes are applied. As previously indicated, therefore, the fly-wheel H2 is freed from clutched relation to the spider II I only when the brakes are applied. The pressure of fluid required to effect unclutching of the fly-wheel may be any selected value,

15 such as fifteen or twenty pounds per square inch.

When fluid under pressure is released from the piston chamber H in response to the release of the brakes, the spring I98 restores the guide disk |96 and piston I93 upwardly to their normal positions, thereby permitting the springs I26 to act to shift the clutch disk |25 into clamping relation with respect to the fly-wheel H2.

Referring to Fig. l, the switch contact cylinders Hi l and and the contact member I51 are diagrammatica ly shown in vertical alignment abov the corresponding rotary inertia device 25. In Fig. 1. the contact member |5'I is positioned midway between two sets of stationary contacts, each set comprising an upper and a lower contact. The upper contact of each set represents the inner contact cylinder I64, to which the wire |83 is connected. The lower contact of each set represents the outer contact cylinder I65, to which the wire I8 3 is connected.

The contact cylinders I65 of all of the rotary inertia devices 25 on a given car are connected by a common wire i 84 which is in turn connected by a branch wire 253 to one terminal, such as the positive terminal, of a source of direct current indicated as a storage battery 226.

The contact cylinders |64 of the two rotary inertia devices 25 for a given wheel truck ii or I2 are connected by a common wire I83 that is in turn connected to a wire 22i having in series relation therein the magnet winding 48 of the control valve mechanism l9 for that wheel truck. The wire 22| from each of the magnet windings 48 on the car is connected to a wire 222 having in series relation therein the contacts of the pressure operated switch 2 i. The wire 22!. is. in turn connected to the negative terminal of the storage battery 228.

The pressure operated switch 2| is of any suitable snap-acting type responsive to the supply of fluid under pressure thereto and the release of fluid under pressure therefrom. The pressure chamber of the pressure switch 2| is connected by a branch pipe 25m to the straight-air pipe l5 and fluid under pressure is thus supplied to and released from the switch 2! in accordance with the supply and the release of the fluid under pressure to and from the straight-air pipe I5.

The pressure switch 2| is so designed that when th pressure of fluid. supplied thereto exceeds a certa n. low value, such as five pounds per square inch. :rntacts of the switch are operated to close; ion and remain in closed position as long as the pressure exceeds five pounds per squar inch. Conversely, when the pressure in the straight-air pipe I 5 reduces below five pounds per square inch, the contacts of the switch 2| are restored to their open position.

It will thus be seen that the circuits for the magnet windings 43 of the control valve mechanisms it cannot be completed, in response to the operation of ah corresponding rotary inertia de vices unless the switch 2| is in closed position, which the case only when the brakes are applied.

sired degree of brake application. Fluid under pressure is accordingly supplied through each branch pipe |5a control valve mechanism I9 and pipe |5b to the brake cylinders which accordingly operate to apply the brakes on the wheels to a degree corresponding to the pressure in the cylinders.

Upon the charging of the straight-air pipe I5 with fluid under pressure, the pressure operated switch 2| is operated to closed position, thereby conditioning the circuits of the magnet windings 48 of the control valve mechanisms It for energization in response to the operation of the corresponding rotary inertia operated devices 25. At the same time, fluid under pressure is supplied, in the manner previously described, to the pressure chamber 2|5 abov the piston I53 of each rotary inertia device 25, thereby freeing the fly-wheel ||2 thereof for rotative movement with respect to th spider iIi in response to the deceleration or acceleration of the car wheels.

As long as none of the wheels on the car slip, no change in the pressure of fluid under pressure in th brake cylinders i8 occurs except in response to variations in the fluid pressure in the straight-air pipe I5 for the reason that the control valve mechanisms I9 remain normally conditioned to permit fluid under pressure to be freely supplied. to th brake cylinders and released from the brake cylinders in accordance with the variations of pressure in the straight-air pipe I5 as long as slipping of the wheels does not occur.

If the wheels of the wheel and axle assembly of one of the trucks, for example truck 32, begin to slip during an application of the brakes, the contact member I51 of the corresponding rotary inertia device 25 is actuated into firm contact with the contact cylinders Hi l and 35, thereby completing the circuit for energizing the magnet winding 48 of the corresponding control valve mechanism I9.

The control valve mechanism 59 is accordingly operated, in the manner previously described, to effect ventin of fluid under pressure from the brake cylinders of the corresponding truck at a rapid rate.

Due to the instantaneous and rapid reduction of the pressure in the brake cylinders on the truck having the slipping wheels, the slipping wheels promptly cease to decelerate and begin to accelerate back toward a speed corresponding to car speed. In such case, therefore, the fiy-wheel N2 of the corresponding rotary inertia device 25 shifts from a leading to a lagging position with respect to the normal rotative position thereof relative to the spider member III. The rate of rotative acceleration of the slippin wheels back toward a speed corresponding to car speed is of the same order of magnitude the rate of deceleration during the slipping condition and. consequently, sufiicient relative rotative movement of the fly-wheel II 2 with respect to the spider occurs during the acceleration of the slipping wheels back toward a speed corresponding to car speed to effect engagement of the contact member I5! with the contact cylinders I64 and I65.

The interval of time occurring during which the contact 51 is shifted laterally through its normal position in response to the change from deceleration to acceleration of the slipping wheels is so short that the inherent inductive lag in the operation of the magnet winding 48 prevents a change in the position of the double beat valve 45 during such interval of time. Consequently, the circuit for energizing the magnet winding 48 17 of the control valve mechanism is reestablished during the accelerating period of the slipping wheels and is maintained as long as the slipping wheels continue to accelerate at a sufficient rate, that is, at a rate exceeding ten miles per hour per second.

It will thus be seen that the vent valve section of the control valve mechanism I9 continues to remain operative to continue the reduction of the pressure in the brake cylinders I8 on the truck having the slipping wheels, once the slipping of the wheels begins until such time as the slipping wheels cease to accelerate at a rate exceeding ten miles per hour per second.

When the slipping wheels cease to accelerate at a rate exceeding ten miles per hour per second, which occurs at the time that the slipping wheels are approaching closely to a speed corresponding to car speed the contact I! is restored to its normal position out of contact with the contact cylinders I64 and I65. The circuit for energizing the magnet winding 48 of the control valve mechanism I9 is thus interrupted. As previously explained, the vent valve section 21 of the control valve mechanism I9 is thus restored to its normal condition in which fluid under pressure is resupplied to the brake cylinders I 8, Moreover, the reapplication control valve section 28 of the control valve mechanism I9 functions to restrict the rate at which the pressure in the brake cylinder builds-up to a rate determined by the size of the retricted choke 63 as previously explained until such time as the valve 58 is unseated in response to the substantial restoration of the pressure in the brake cylinders to a pressure corresponding to that established in the straight-air pipe I5 and effective in the chamber 56 above the diaphragm 51, Thereafter with the valve 58 unseated, fluid under pressure is rapidly supplied past the valve 58 to the brake cylinders wherein the pressure is ultimately built-up to a value corresponding to that in the straight-air pipe I5.

Fluid under pressure is resupplied at'a restricted rate through the choke 63 of the reapplication control valve mechanism 28 of the control valve mechanism I9 to the brake cylinders I8 following wheel slip in order to prevent a too sudden reapplication of the brakes which might result in a recurrence of wheel slip and possibly actual wheel sliding.

If, however, recurrence of slipping of a given set of wheels does occur in response to the resupply of fluid under pressure to the corresponding brake cylinders, the rotary inertia operated device 25 again functions in the manner previously described to effect a second operation of the control valve mechanism I9. Operation of the control valve mechanism I9 may thus be effected repeatedly as many times as the wheels repeatedly begin to slip. At no time, therefore, during a brake application are the wheels permitted to decelerate in speed to a locked condition and slide.

When the car is brought to a complete stop as result of the brake application in the manner just described, the rotary inertia devices 25 are all retored to their normal condition as a result of the cessation of rotation of the shaft 82. Consequently, the magnet windings 48 of the control valve mechanism I9 are always deenergized in normal manner when the car is brought to a complete stop. Consequently, the control valve mechanisms I9 are always restored to the normal condition thereof permitting the charging of, the brake cylinders with fluid at a pressure corresponding to that established in the straight-air pipe I5 while the car is stopped. The operator may accordingly increase the pressure in the straight-air pipe I5 and in the brake cylinders I8 to any desired degree, after the car is stopped, in order to hold the car against creepage on any degree of grade encountered in service.

When the operator again desires to start the car, he may do so by first restoring the brake valve handle [1a to its normal or brake release position and then applying propulsion power to the vehicle. Upon restoration of the brake valve handle Ila to its brake release position, fluid under pressure in the straight-air pipe I5 and consequently in the brake cylinders I8 is vented to atmosphere through the exhaust port 23 of the brake valve, thereby effecting the complete release of the brakes.

Upon the reduction of the pressure in the straight-air pipe I5 to atmospheric pressure, the pressure switch 2I is restored to its open position, thereby opening the circuits of the magnet windings 48 of the several control valve mechanisms I9 and preventing any undesired energization thereof, while the brakes are released, which might result in the drainage of energy from the storage battery 22!],

Upon the reduction of the pressure in the straight air pipe I5 to atmospheric pressure, the pressure of fluid in the chamber 2I5 of each of the rotary inertia devices 25 is correspondingly reduced to atmospheric pressure. The force compressing the springs I25 is thus removed and the springs are effective to urge the clutch disk I25 to a position clamping the fly-wheel I I2 to the spider III. The steel balls IE3 and the cooperating conical recesses IM in the iiy-wheel thus function automatically to shift the flywheel I I2 into its fixed normal position, if it is not in such position, with respect to the spider and lock it therein. Accordingly, the accidental and undesired displacement of the fly-wheel H2, in response to shock or jar occasioned by the travel of the car along the rails cannot occur and thus the undesired engagement of the switch ontact I51 with the contact cylinders I64 and I65 is prevented. Wear on the switch contact member I51 as a result of undesired rubbing contact with the contact cylinders I54 and IE5 while the brakes are released is thus prevented and consequently the life ofthe switch contact member and the contact cylinders I64 and IE5 is indefinitely extended.

The construction and mounting arrangement of our improved rotary inertia device is such as to facilitate the installation and removal of the parts from the casing ll for inspection or repair. Thus, by removing the screws I12, all of the parts attached to the cover member I'II may be removed as a unit, including the contact cylinders I64 and I65. Upon removal of the pinion 84 from shaft 82 through the opening III'I after first removing the cover plate I08, the entire remaining mechanism including the flywheel II2, spider III and shaft 82 may be lifted upwardly out of the casing II through the upper open end thereof. In order to facilitate the removal of the parts of the device from the casing II, the pipe 2I'I connected to the cover member III is preferably of armored flexible conduit or piping so that it is unnecessary to disconnect the pipe 2II from the cover member III toinspect or repair the parts of the device. It will be apparent that if desired, an entirely new unit may be substituted for the unit removed, the driving pinion 84 resecured to the lower end of 19 the shaft 82 and the cover plate I08 re-installed in a relatively few minutes. Thus, it is possible to reduce to a minimum the time that a car may be kept out of useful service. Moreover, inspection, servicing and repair of the parts may be done by relatively skilled persons.

It will also be seen that access to the driving wheel 81 may be had through the opening I03 for purposes of repair or replacement without removing the casing H or disturbing its connec tion to the journal casing 19. In view of the fact that removal of the casing H along with the disk 15 from the adapter ring I1 necessitates a draining of the oil from the journal casing 19, it will be seen that a saving of time is made possible by the arrangement which we have devised, it is unnecessary to remove casing TI and thus to drain the oil from the journal casing.

Summary Summarizing, it will be seen that we have disclosed a rotary inertia type of control device of novel construction whereby it may be mounted in direct association with a railway car axle, the manner of mounting the device being such as to permit installation and removal of the device for inspection, replacement or repair of parts in a relatively short time by relatively unskilled persons.

Essentially, the rotar inertia device comprises a fiy-wheel or inertia ring arranged to be supported wholly on radially extending leaf springs anchored at the inner ends thereof to a spindle or shaft driven according to the rotational speed of a wheel axle through a speed-multiplication drive mechanism of the friction type.

A clutch mechanism is provided whereby to positively support the fly-wheel at all times when operation of the device is not required, such as while the brakes on the car are released, in order to remove the stresses on the supporting leaf springs due to the weight of the fly-wheel. The life of the device is thus extended and the necessity for repair or servicing of parts reduced.

The clutch mechanism for the fly-wheel is so constructed as to automatically position and lock the fly-wheel in a fixed normal rotative position with respect to the driving shaft thereof, in order to prevent undesired wear of switch contact members due to vibration or shock. The clutch mechanism is further so constructed and arranged that when the fiy-wheel is freed for rotative movement with respect to the driving shaft, the vertical vibratory displacement of the fiy-wheel is limited to a degree not exceeding the safe maximum stress limit of the leaf springs supporting the fly-wheel.

When employed in a brake control equipment for railway cars and trains, the clutch mechanism for providing a support for the fly-wheel additional to the leaf springs is arranged to be controlled by a fluid pressure operated device in such a manner that the fly-wheel is freed for operative movement only when the brakes are applied.

The basic principle of supporting a fly-wheel on radially disposed leaf springs is disclosed and claimed in the prior Patent 2,290,589 of A. A. Steinmiller and is also shown in the prior copending application Serial No. 433,758, filed March '7, 1942, now Patent No. 2,306,485, issued Dec. 29, 1943, of Joseph C. McCune, one of the present joint applicants. Such specific mounting arrangement of the iiy-wheel is accordingly not broadly claimed herein.

Having now described our invention, what we claim as new and desire to secure by Letters Patent, is:

1. A rotary inertia device comprising a rotary member, .a fly-wheel, means associating said flywheel and said rotary member in a manner to cause the fly-wheel to be driven according to the rotation of the rotary member and in such a manner that said fly-wheel shifts rotatively out of a certain position relative to saidrotary member in accordance with the rate of change of speed of said member, control means operatively responsive to the rotational movement of the flywheel With respect to the rotary member, and means for locking said fly-wheel in its said certain position with respect to the rotary member to prevent the undesired operation of said control means.

2. A rotary inertia device comprising a rotary member, a fly-wheel, means associating said flywheel and said rotary member in a manner to cause the fly-wheel to be driven according to the rotation of the rotary member and in such a manner that said fly-wheel shifts rotatively out of a certain position relative to said rotary member in accordance with the rate of change of speed of said member, control means having a normal inactive position when the fly-wheel is in its said certain osition relative to said rotary member and operative to an active position in response to a predetermined rotational movement of said iiy-wheel out of said certain position with respect to the rotary member, and means for locking said fiy-wheel in its said certain position with respect to the rotary member to prevent the undesired operation of the control means out of its inactive position.

3. A rotary inertia device comprising a rotary member, a iiy-wheel, means associating said flywheel and said rotary member in a manner to cause the fly-wheel to be driven according to the rotation of the rotary member and in such a manner that said fiy-wheel shifts rotatively out of a certain position relative to said rotary member in accordance with the rate of change of speed of said member, control means having a normal inactive position when the fly-wheel is in its said certain position relative to said rotary member and operative to an active position in response to a predetermined rotational movement of said fly-wheel out of said certain position with respect to the rotary member, and means efiective at one time to permit the rotational movement of the fly-wheel with respect to the rotary member and effective at another time to automatically restore said fly-wheel to its said certain position with respect to the rotary member and lock it therein to prevent the undesired operation of the control means out of its inactive position.

4. A rotary inertia device comprising a rotary member, a fly-wheel, means providing connection between the fly-wheel and the rotary member and so constructed and arranged that the flywheel has a certain normal rotational position with respect to said rotary member and shifts out of said certain normal position in accordance with the rate of change of speed of the rotary member, a plurality of non-rotative annular contact members, a contact element disposed within said annular contact members and shiftable in opposite directions out or a normal centered position into engagement with said annular contact members, and means eiTecti-ve in the certain normal position of the fly-wheel with respect to the rotary member for centering said contact element within said annular contact members and out of contact therewith, said last means being operative in response to a predetermined degree of rotational movement of the fly-wheel in one direction out of its said certain position for effecting movement of the said contact element in one direction into simultaneous engagement with said plurality of annular contact members and in response to a predetermined degree of rotational movement of the fly-wheel in the opposite direction out of its certain position for effecting movement of said contact element in the opposite direction into simultaneous engagement with said plurality of annular contact members,

5. A rotary inertia device for detecting the rate of change of speed of a rotary element on which brakes may be applied and released, said device comprising a rotary member rotatable according to the rotational speed of the rotary element, a fly-wheel, means providing a driving connection between said fly-wheel and said rotary member so constructed and arranged that said fiy-wheel has a certain normal position rotationally with respect to said rotary member and shifts out of said certain normal position in accordance with the rate of change of speed of the rotary member, a control means operatively responsive to rotational movement of the fly-wheel with respect to the rotary member, and means for preventing rotational movement of the fly-wheel with respect to the rotary member while the brakes are released from said rotary element.

6. A rotary inertia device for detecting the rate of change of speed of a rotary element on which brakes may be applied and released, said device comprising a shaft rotatable according to the rotational speed of the rotary element, a flywheel, resilient means so constructed and arranged as to support said fly-wheel in coaxial relation to said shaft and in such a manner that the fiy-wheel has a certain normal rotational position with respect to the shaft and shifts rotationally with respect to the shaft in accordance with the rate of change of speed of the shaft, said resilient means permitting axial movement of said fiy-wheel with respect to said shaft, control means operatively responsive to rotational movement of the fiy-wheel with respect to the shaft, and means operative to prevent the rotational and axial movement of the fly-wheel with respect to the shaft while the brakes associated with said rotary element are released.

'7. A rotary inertia device comprising a rotary member, a fly-wheel, resilient means connecting said fly-wheel to said rotary member and supporting the fly-wheel in substantially concentric relation to the rotary member, said fly-wheel having a certain normal position rotationally with respect to the rotary member and being shiftable rotationally out of said certain normal position in varying degree according to the rate of change of speed of the rotary member, a rigid member carried by the rotary member and cooperating with said fly-wheel in a manner to limit the undesired axial movement of the fly-wheel to an amount insufficient to exceed a certain safe stress in said resilient means, and clutch means including a clutch member carried by said rotary member and cooperating with said rigid member in such a manner as to rigidly immobilize said fly-wheel with respect to said rotary member.

8. A rotary inertia device comprising a rotary member, a fly-wheel, resilient means connecting said fly-wheel to said rotary member and supporting the fly-wheel in substantially concentric relation to the rotary member, said fly-Wheel having a certain normal position rotationally with respect to the rotary member and being shiftable rotationally out of said certain normal position in varying degree according to the rate of change of speed of the rotary member, a rigid member carried by the rotary member and cooperating with said fly-wheel in a manner to limit the undesired axial movement of the flywheel to an amount insuficient to exceed a certain safe stress in said resilient means, clutch means including a clutch member carried by said rotary member and cooperating with said rigid member in such a manner as to rigidly immobilize said fly-wheel with respect to said rotary member, non-rotative fluid pressure responsive means, and bearing means interposed between said non-rotative fluid pressure responsive means and said clutch member in a manner to cause operative movement of said clutch member in response to operation of the fluid pressure responsive means While said rotary member is rotating.

9. A rotary inertia device comprising a rotary member, a fly-wheel, resilient means connecting said fly-wheel to said rotary member and supporting the fly-wheel in substantially concentric relation t the rotary member, said fly-wheel having a certain normal position rotationally with respect to the rotary member and being shiftable rotationally out of said certain normal position in varying degree according to the rate of change of speed of the rotaiy member, a rigid member carried by the rotary member and cooperating with said fly-wheel in a manner to limit the undesired axial movement of the fly-wheel to an amount insufficient to exceed a certain safe stress in said resilient means, clutch means including a clutch member carried by said rotary member and cooperating with said rigid member in such a manner as to rigidly immobilize said fly-wheel with respect to said rotary member, and ball-and-socket means, partly on said clutch member and partly on said fly-wheel, operative in response to clutching movement of said clutch member for automatically restoring said fly-wheel to its said certain normal position, if not already therein, at the same time that the clutch member operates to immobilize said fly-wheel with respect to said rotary member.

10. A rotary inertia device comprising a rotary shaft disposed for rotation on a vertical axis, an annular fly-wheel, a plurality of leaf-spring elements disposed radially with respect to said rotary member and edgewise in a vertical direction, the inner ends of said leaf-spring elements being secured to said rotary shaft and the outer ends thereof cooperating with said annular flywheel in a manner to support said fly-wheel in substantially concentric relation to said rotary shaft and in a certain normal rotational position with respect to said rotary shaft, said fiy-wheel being shiftable rotationally out of said certain normal rotational position with respect to said rotary shaft to a degree varying according to the rate of change of speed of the rotary shaft, rigid means carried by said rotary shaft and cooperating With said annular fly-wheel in a manner to limit the axial displacement of the fly-wheel with respect to the rotary shaft to a degree insufficient to exceed the safe maximum edgewise bending strength of said leaf-spring elements, and clutch means including a clutch gamma 23;. member carried; by amt cooperating. with. said" rigid-L means: in: a; manner. to; gripthe: fly-wheel. anda immobilize it against: all movement: with; respeot; to: saidrotary shaft,v andi nonrrotativez actuating: means cooperating with saidi clutch: 5;, member in; a manner to; effect operative: move:- ment thereof: whilezsaa'd rotary shaitniszrotating;

JOSEPH. C. .MCCUNE...

GEORGE? K. NEWELL.

REFERENCES; CITED The following references are of record in the file of this' patent:

Number UNITED STATES PA I ENTS Name Date. Steinmiller lJuly 21, 1942 Grondahl. July 21,1942: Miller: .Dec. 13,-,l927T Farmer" -w Apr; 23; 1940;- Bone: l Feb; 7, 1935 

